Internal-combustion engine



3 1921. May s. a. GOLD IITERNL COMBUSTION ENGINE Filed Oct. 8, 1925 2 ShnSis-Sheet 1 May 3,1927.

S. B. GOLD INTERNAL coMBUsTloN ENGINE Filed Oct. 8. 1923 2 Sheets-Sheet 2 pil? gaat,

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Patented May 3, 1927.

UNITED? STATES.` PATENT SAMUEL B. GoLD, oE INDEPENDENCE, MISSOURI, AssI'GNoR TojWEBER ENGINE COM? PANY, 0F KANSAS CITY, MISSOURI, .A CORPORATION `OFIOW'A.

INTERNAL-COMBUSTION ENGINE.-

Application filed October 8, 1923. Serial No. 667,219.

This invention relates to internal combustion engines, and more especially to engines of the two-cycle crank-case compression type.

In the oil fields, in particular, it is very desirable that an engine beextremely flexible, that is-be capable' of an almost instantaneous increase or decrease' in speed and power in'r'es'ponse to correspondingchanges in the volume of fuell supplied; and shall be easy to start, asin developed' oil fields one man only is usually available for starting purposes.y Itis also desirablethatthe possibility of loss of'control andthe consequent racing of|` the engine, and the chaneeof inj'uryfro'm back lirin'g, shall be avoided, and thaty Aeiiicient Water" circulationy be maintained. v n

'lllie` object' of the invention therefore is to produce: a t'Wo-cy'cle' crank-casel leonnoression engine possessing the features of kadvantage enumerated as desirable, and v in addition, lfeatures of construction guarding against danger lfrom',backring, andE against loss of control'by the operator, and features providing. for' an eflicient" and continuous circulation of water for cooling purposes. A further object is to generally improve engines of the class outlined.

With these objects inlviewj, theinvention Will novvI be described by reference to the accompanying ldrawing illustrating form of*construction-Which has been devised for embodying 'the proposed improvements, after which those features deemed toV be novel Will be particularly set forth and clailnedf f In the drawing;-

Figure 1 is a side elevationV of an internal combustion engine embodying the invention.

Figure Qis a vertical enlarged5 detail-section taken on the line II-II of Figure 1l `Figure 3 is anenlarged section taken on theline*HI'-II of Figure 1. y

Figurel is a front elevation ofthe engine, and in operative relation thereto, a Water tank and connections between said tank and the engine, embodying the invention,

Figure 5'is an enlarged cross section of the engine in the vertical plane of the connection therewith of the Water circulating and' stimulating' pipeways Figure`4.

disclosed by Figure 6 is a horizontal section'taken on the line VI-VI ofV Figure 4:

Referring now to the draw-ings, 1 indicates a"v two-cycle crank-case compressionl engine of conventional type, in'k which the Water-jacket chamber 2"(Figure l is-connected to a 'water tank by pipe-waysl 4 and 5, they pipe-"Way 4, through Which Water passes to the chamberV 2, being equipped with the customary checkvalveGto prevent back flow from the'chamber.

The customary gas supply pipe: 7,\leads to a chamber 8 surmounted' by a governor 9,' driven by a beltl andV pulley connection 10,.'or the like, from the shaft 11 of'V the engine. p Y

The governor stem 12 actuated as usual-by variations of speed ofthe governor, extends intochamber'8,and1has any suitablevalve 18 'controlling the port 14C in` communication With agas chamberor reservoirl.A A hollow skeleton cage-16 isscreWed or'otherwise secured inthe Wall of-theengine and establishes communicatiomfat times, between-the gas reservoir 15 and' the crank-case* of the engine.` A' valve17 is adapted for engagement With theinner end of the cage, and a spring 418, applies force'tending t'o hold the valve seated, the: arrangement being' such that only suctionall force4 produced in"y the crank-case shall* be available to unseat the valve'for the vchargingof the crank-case with gas, which in;y the normal operationof the engine,` is supplied to the reservoir through the governor-controlled portl 14:

It is frequently desirable, especially in theoil fields, to instantlyincreasethe speed and power of an' engine, and t-oasqui'ckly reduce the speedto normal Whenthe` Work rcquiringlgreater speed or power has been accomplished: rllhe most satisfactoryy method ofV instantly increasing the supply of fuel-is by means .of a by-pass, and heretoforethe by-pass pipes have been controlled by globe valves operated by long'cables from points Inoreorless remote from the valves. This method* is dangerous,4 because slippage or breakage of the cable on an vattempt-to close the valve, results in loss ofy contro-li of the gas intake With the consequent racing off the engine and possibility of wreckage off the engine and danger' incident thereto. v

To obviate thechanc'e of losing controlf'of the engine, the by-pass' pipe '19V of Vthis invenaff.

tion, is provided With a casing 2O having a valve-seat 21 for engagement by a valve 22 held normally closed or seated by a spring 23, and the stem 24 of the valve is connected to a pull-cable 25 leading to a more or less remote point convenient to the operator, Who can therefore, instantly unseat the valve when the necessity for augmenting the supply of to the reservoir arises. In the event the cable breaks, no loss of control is entailed, as the spring instantly reseats the valve and thus closes the by-pass and restores control to the governor.

The air supply to the crank-case is through a breather 26, not detailed, or by any other conventional air-intake, Which admits air when the piston 27 creates a vacuum or partial vacuum in the crank-case by moving toward the head or combustion chamber end of the cylinder, this vacuous condition also unseating valve li", as hereinbefore suggested, for the admission of from Vthe reservoir to the crank-case.

The piston in its advance to iard the head of the cylinder, closes the transfer' port as customary, and compresses the charge of mixed gas and air transferred through the previous power stroke of the piston from the crank-case to the cylinder, and the piston in such travel recharges the crank-case with gas and air by suctional action as explained. As the compressed charge is ignited the piston is driven back toWard the crank-case and compresses the explosive mixture therein. In such travel, the transfer port is uncovered and the explosive mixture passes therethrough to the combustion chamber of the cylinder and in the customary manner, aids in the scavenging` of the dead or exhaust gases through the exhaust port.

In two-cycle engines having crank-case compression, it is essential for ethciency of operation, that both the fuel and air ports shall be susceptible of adjustn'ient, to accommodate variance of vacuum or suction, and hence provide for a mixture giving perfect combustion. The conventional breather mentioned makes provision for adjustment, as far as the air is concerned, and the spring 18 can be tensioned to give the requisite fuel control by valve 17, especially when such valve is employed in conjunction vvith'the reservoir l5, which, in the event of the creation of a vacuous condition in the crank-case chamber demanding momentarily a larger supply of gas than the supply pipe is capable of delivering, `is prepared to instantly supply the full charge needed and thus insure a proper mixture under such conditions.

To provide for efficient Water circulation, at all times, power developed by the engine is utilized to produce a water injection effect on the Water in pipe 4, and in carrying this into effect, the cylinder is provided with a port 28 connected by a pipe-way E29 to pipe- Way 4, the pipe-Way 29 havinga check-valve 30 adapted to open only under power impulses originating in the conibustion chamber, so that water standing in tne pipe-Way cannot enter the cylinder', which n'iight occur if the valve was dispensed with. ft is obvious of course, that if the top of the pipe-Way was disposed at a lower level than the Water-level in the tank. a check valve or its equivalent Would be indispensible as Water would enter the cylinder at the end of each povver stroke of the piston. ln this connection it is to be understood that a part of the energy of each explosion enters the port 28 and causes Water in pipe-way Q9 to squirt with an injecting effect into the Water-jacket chamber, and this stimulates circula-tion from the tank by Way of pipevfay 4 into the Water-jacket chamber and from said chamber and pipe-way 5 into the tank, and it is to be noticed that these iinpulses stimulating water circulation are set up just prior' to the completion of the power stroke of t-he piston as the port 2S is so located thatit is not uncovered by the piston until the power stroke of the latter is nearly ended, so that the power utilized is practical ly Waste power and hence does not appreciably affect the efficiency of the engine operation.

For the above description it will be apparent that the invention embodies the features of advantage set forth as desirable and that it is susceptible of modification in various details Without departure from the prineiple of construction er mode of operation involved.

I claim:

l. In an internal conlbustion engine, the combination of an intake gas valve adapted to be opened by a vacuous condition in the engine crank-case and means to seat such valve when such vacuous condition ends, a gas line leading to the said valve, a governoractuated valve controlling the gas line` a bypass from the gas line to said intake ralve, and an aui'oinatieally-elosing valve control. ling the lay-pass.

ln an internal combustion e gin con.binl `ion of a reservoir for cat-ion vvith the crank-case, a valve to be seated by a vacuons condition. `in the crankcase, and establish communication between the latter and the reservoir, means to resent the valve when such vacuous condition ends, a gas line connected to the reservoir, a governor-controlled valve in the gas line` a bypass from the gas line to said reservoir, and an automatically-closing valve controlling the lay-pass.

3. In an internal combustion engine, the combination of an intake gas valve adapted to be opened by a vacuous condition in the engine crank-case and means to seat such valve when sneh vaeuous condition ends, a gas line leading to the said valve, a governoraetuated valve controlling the gas line, a bypass from the gas line to said valve, a yieldingly-seated valve normally closing the bypass, and manually-operable means for unseating the by-pass valve.

4. In an internal combustion engine, the combination of a reservoir for eonnnnnieation with the crank-ease, a valve to be unseated by a vaenons condition in the crank-ease, and establish communication between the latter and the reservoir, means to reseat the valve when such vaenons condition ends, a gas line connected to the reservoir, a governor-controlled valve in the gas line, a by-pass from the gas line to said reservoir, el` yieldingly-seated valve normally closing the luy-pass, and manually-operable means for unseating the by-pass valve.

5. In an internal combustion engine of the Crank-ease compression type, having a port in the crank-ease Wall, the combination of e reeiproeatory piston for creating a vaenous condition in the crank-ease, in its compression stroke, a gas reservoir exterior' to the Compression Chamber and in communication with said port, a valve closing said port and adapt-ed to be opened as the piston makes'ts compression stroke and sets up a vaeuous condition in the crank-case, means to close said valve as the vaouons condition of the` crank-ease ends, a gas line leadingqto said reservoir, a governor-actuated valve controlling the gas line, a by-pass from the gas line to -the reservoir, an automatically-closing valve in the by-pass, and manually-operable means to unseat the lay-pass valve.

6. In an internal Combustion engine, the combination of an intake valve, a gas line leading to said valve, ay governor operated valve controlling said gas line, a by-pass leadingf from said gas line to said intake valve, and a valve controlling said by-pass.

In Witness Whereol I hereunto affix my signature.

SAMUEL B. GOLD. 

